Carburetor

ABSTRACT

A carburetor for an internal combustion engine comprising a partly cylindrical chamber on the periphery of which are connected inlet tubes. A closure plate pivots inside the fuel chamber to successively put in communication the tubes with the vaporization chamber. A multiplicity of fine perforations extend through the wall of the inlet tube to let the air through. A fine conduit brings the fuel near the intersection of the tubes and the chamber. The suction from the engine produces a multiplicity of air jets in the inlet tube and these jets pulverize the fuel when it enters the vaporization chamber.

United States Patent Labelle 1 1 Nov. 11, 1975 1 1 CARBURETOR 105N831 1111936 S'tnictoru|n,.,..... H In] 41 C 1.611.595 991953 St --1 2(1150R 1761 Bernard 5150 Foresle 3.425.672 211w) ct n :m 121 B St. St. Hubert. T-tnllon. Quebec. I Canada FOREIGN PATENTS OR APPLlCATlONS 581.742 10/1924 France 61.41 C 132 1974 291.720 711939 L'nited Kingdom.... 261/41 6 [2 App| 530 00 743.348 1/1933 France 261121 B Related US. Application Data Continuution-in-pztrt of Ser. No. 396.357. Sept. 12.

1973. abandoned.

Pr/mury E.\'unmwrTim R. Miles rlIIt/I'Hll'. Age/n. or Firm-Roland L. Morneuu [57] ABSTRACT A carburetor for an internul combustion engine comprising a partly cylindrical chamber on the periphery of which are connected inlet tubes A closure plute pivots inside the fuel chamber to successively put in communication the tubes with the vaporization chamber. A multiplicity of fine perforations extend through the wall of the inlet tube to let the air through. A fine conduit brings the fuel near the intersection of the tubes and the chamber. The suction from the engine produces a multiplicity of air jets in the inlet tube and these jets pulverize the fuel when it enters the vaporization Chamber.

21 Claims. 8 Drawing Figures U.S. Patent Nov. 11, 1975 Sheet 1 of3 3,919,365

US. Patent Nov. 11, 1975 Sheet 2 of3 3,919,365

U.S. Patent N0v.11, 1975 Sheet30f3 3,919,365

om .N m N: 12 M CARBURETOR This application is a continuation-in-part of application Ser. No. 396,357 filed on Sept. 12, 1973, now abandoned. This invention relates to a carburetor for internal combustion engines.

Various types of carburetors have been on the market for a number of years. However, most carburetors do not have a maximum efficiency because the ratio of the air-fuel mixture is not properly maintained in the carburetor. This causes an incomplete combustion resulting in dirty spark plugs, valves, pistons, cylinders etc., fuel in the carter, and, more particularly, in a high degree of air pollution.

It is the object of the present invention to provide a carburetor wherein the ratio of the air-fuel mixture is optimized ensuring a maximum efficiency to the carburetor and so overcoming substantially all the above mentioned drawbacks.

It is also an object of the present invention to provide a carburetor which is made of a minimum number of movable parts being devoided, among other things, of the conventional acceleration pump and choke valve.

It is a further object of the present invention to provide a carburetor which maintains a constant pressure differential between the atmospheric pressure and the vacuum created in the engine thus ensuring a smooth variation of the rate of flow of the air-fuel mixture dur ing acceleration and deceleration.

Another object of the invention is to reduce the pollution caused by an inapropriate flow and mixture of the air-fuel and, in particular, to reduce the CO content at the engine exhaust.

The carburetor, in accordance with the invention, comprises a vaporization chamber adapted to be installed so as to be in communication with the piston chambers of the engine, at least one tube in communication with the atmosphere for providing air to the va porization chamber, a conduit means for feeding fuel into the tube, the said fuel being vaporized by the air sucked through a multiplicity of perforations in the tube due to the vacuum created in the vaporization chamber by the engine, a closure member displaceably mounted between the tubes and the vaporization chamber and adapted to vary the rate of flow of the air-fuel fuel mixture through the vaporization chamber, and means for moving the closure member for increasing the rate of flow of the mixture to the engine and, consequently, the speed of the engine.

A first embodiment is characterized by an elongated tubular vaporization chamber adapted to be installed so as to be in communication at one end with the piston chambers of the engine, at least one tube connected to the tubular chamber along its periphery, the tube has, through its periphery, a multiplicity of fine holes in communication with the atmosphere, for receiving air jets inside the tube and to the vaporization chamber, a conduit means for feeding a fine stream of fuel into the tube at a location substantially along the axis of the tube and so that the fuel is pulverized by the air jets sucked through the holes in the tubes by the vacuum created in the vaporization chamber; a closure member pivotally mounted in said tube adjacent its intersection with the vaporization chamber and adapted to vary the rate of flow of the air'fuel mixture supplied to the vaporization chamber, valve means for creating a substantially constant pressure differential between the at- 2 mospheric pressure and the vacuum created in the vaporization chamber, the said valve means being mounted on the tubular member at the end opposite the said one end.

A second embodiment has a cylindrical shape. on the peripheral surface of which the tubes are connected. The closure member, in this arrangement, is a diametrically mounted partition and pivotally displaceable about the axis of a cylinder.

This embodiment is usually provided with a plurality of tubes wherein the closure member is adapted to sue cessively put the tubes in communication with the vaporization chamber so as to gradually increase the speed of the engine.

The carburetor also includes an additional tube having a lower number of holes therein with a corresponding fuel conduit means for providing a richer mixture to the engine during idling. This tube is not affected by the closure member and remains permanently in communication with the vaporization chamber.

The second embodiment is also provided with means for creating a constant pressure differential between atmospheric pressure and the vacuum created in the vaporization chamber. Such means may include an opening in said closure member, closure means for closing such opening, and an adjustable spring for biasing the closure means into a closed position. Under normal conditions the closure means is closed, but if a pressure differential higher than a predetermined value set by the spring occurs, the closure means will open so as to maintain a constant pressure differential in the vaporization chamber.

The carburetor is connected to a fuel chamber including a fuel input connected to the fuel tank, a fuel output connected to the conduit means, a float and a needle valve operated by the float for maintaining a constant level of fuel in the fuel chamber. The fuel chamber may be removably attached to the vaporization chamber or integral therewith.

The tubes may be provided with means for varying the ratio of the air fuel mixture so as to optimize the airfuel ratio and also suit various types of engine. To that effect, the tubes are provided with a fixed number of holes and a piston is positioned in each tube and may be set at a position so as to control the number of holes in communication with the atmosphere.

The invention will now be disclosed, by way of example, with reference to a preferred embodiment thereof illustrated in the accompanying drawings in which:

FIG. 1 is a front perspective view of the carburetor in accordance with the invention;

FIG. 2 is a back perspective view of the carburetor;

FIG. 3 is a perspective view of the back plate of the vaporization chamber of the carburetor;

FIG. 4 is a detailed view of the tubes of the carburetor;

FIG. 5 is a section view through the fuel chamber of the carburetor;

FIG. 6 is a section view through the vaporization chamber of the carburetor;

FIG. 7 is a side plan view of an embodiment ofa carburetor according to the invention, and

FIG. 8 is a cross-sectional view of the embodiment shown in FIG. 7.

Referring to FIG. I there is shown a carburetor including a vaporization chamber I0 and a fuel chamber 12 mounted on dovetail member 14 secured to such va porization chamber by means of screws 15. The fuel 3 chamber may be secured to the dovetail member I4 by any suitable means. Of course, the fuel chamber could even be integral with the vaporization chamber.

The vaporization chamber is adapted to be secured to the engine at the same location as the conventional carburetors and comprises a main body l6 closed by a side plate I8 and a back plate which are secured to the main body by means of screws 19 and 2I respectively. The top of the carburetor is closed by a closure member 22 which is pivotally mounted in the vaporization chamber and adapted to be rotated by means of a carburetor linkage 24.

As illustrated in FIGS. 2 and 3, the back plate 20 is provided with holes 26 into which are fixed by any suitable means tubes 28. Tubes are provided with a plurality of holes 27 so as to permit air at atmospheric pressure to enter into the vaporization chamber. In the pre ferred embodiment of the invention each tube 28 is provided with 625 holes of 20 thousandths of an inch in diameter and as illustrated in FIG. 4, the effective number of holes is adjusted by means of a piston rod 30 operating a piston 32 sealed by an O ring 34 and mounted inside the tube 28. This permits to very simply vary the ratio of air to fuel in the mixture to optimize the mixture and make the carburetor suitable for a large variety of engines. The piston rod 30 may be locked in position by any suitable means such as ring 36 which abuts against the rear end of the tube 28 and wich is tightened with screw 38 to prevent the forward movement of the rod 30 caused by the suction.

Fuel is fed to each tube 28 through a conduit 40 having a small opening 42 located in the center of the holes 26 in the back plate 20. These conduits 40 go through an extension block 44 secured to back plate 20 and communicate with pipes 46 which are connected to a manifold pipe 48 forming the output of fuel chamber 12. As illustrated in FIG. 5, the fuel chamber 12 is also provided with a fuel input 50 closed by a needle valve 52 operated by a float 54 which maintains a constant level of fuel in the fuel chamber. The fuel chamber 12 is closed by a cover 56 secured to the fuel chamber by any suitable means such as screws 58.

An additional tube 60 is secured to the top portion of extension block 44 for providing an air-fuel mixture to the carburetor during idling of the engine. The tube 60 is identical to tubes 28 but provided with a lower number of holes so as to ensure a richer air-fuel mixture for idling. Fuel is fed to the vaporization chamber during idling of the engine by conduit 66 passing through the back plate 20. The fuel reaching conduit 66 comes from the manifold pipe 48 and passes through the mix ing tube 60. The tube 60 could be located at the same position as conduit 66 but was mounted near the top of the carburetor on account ofa lack of space at the bottom of the constructed prototypes.

Referring now to FIG. 6, there is shown a section view through the body 16 of the vaporization chamber. The section has been taken in a zig zag fashion so as to illustrate four separate openings 68 corresponding to holes 26 in the back plate 20. The inside walls 70 and 72 of the vaporization chamber have the same radius of curvature R and closure member 22 is pivoted at the center of such surfaces so as to provide a vaporization chamber of constant volume during pivotal of the closure member from a motor idling position as illustrated in FIG. 6 to full speed. At idling speed of the engine the closure member is stopped by abutment 74 and at full speed. it is stopped by abutment 76.

The closure member is provided with a shoe 78 which slides on wall of the vaporization chamber. The position of such shoe is adjusted by means of screws 80 so as to seal that side of the closure member. The side of the closure member contacting inside wall 72 of the vaporization chamber is sealed by means of seal 82 biassed against wall 70 by spring 84. It will be understood that the other two walls of the closure member 22 may also be sealed by similar or other types of seals but a close precise fit may also be sufficient.

The carburetor is also provided with means for maintaining a predetermined pressure differential between the atmospheric pressure and the vacuum inside the vaporization chamber. Such means, in the embodiment disclosed, consists of an opening 86 in closure member 22 which is closed by a closure 88 pivoted at 90 and maintained in closed position by spring 92 acting on a rod 94 attached to such closure 88. Spring 92 is positioned between a nut 97 pushed against a member 96 which is secured to closure member 22 and a nut 98 which is threaded into rod 94. Member 96 is provided with a slot 100 for permitting free movement of rod 94. It will be easily understood that the pressure of the spring 92 may be adjusted by nut 98 so as to permit closure 88 to open when an excessive vacuum is created inside the vaporization chamber.

The carburetor operates as follows:

At idling speed, the closure member 22 rests against abutment 74 and none of the tubes are in communication with the vaporization chamber. However, enough fuel is fed through tube 66 and enough air flows in the carburetor through tube 60 to maintain the motor running. When the accelerator pedal or lever of the engine actuates the linkage 24 the shoe 78 of the closure member 22 moves clockwise and puts the lower tube 28 in communication with the vaporization chamber. Fuel from the fuel chamber 12 is sucked into the tube 28 through conduits 40, 46 and 48 and vaporized by the air sucked through the holes in the tube 28. As the closure member 22 is rotated clockwise, more tubes 28 are put in communication with the vaporization chamber and a larger rate of flow of the air-fuel mixture is obtained so as to increase the speed of the engine. It will be noted that the fuel is sucked into the vaporization chamber solely by the vacuum of the engine and that no acceleration pump is required. The holes 68 are positioned in overlapping relation so as to provide a gradual increase of the flow of the mixture to the engine and. consequently, a smooth acceleration.

The ratio of air to fuel in the vaporization chamber is solely determined by the number of holes in the tubes and remains constant whatever may be the number of tubes in communication with the vaporization chamber. This causes a better mileage to the gallon. As a matter of fact, a test made on the exhaust from an automobile equipped with the carburetor in accordance with the invention has revealed a percentage of C0 of 0.l2% by volume when the engine was operating at about 2,000 rpm. The same automobile with its standard carburetor showed 0.5% CO in exhaust. For comparison. a test made on a I973 Pontiac equipped with a pollution control system showed 0.2% CO in exhaust. Since the ratio of air to fuel is optimized, there are less carbon deposits on the various parts of the engines such as the spark plugs, valves, pistons, etc Consequently the engine will stay clean and run better, and the oil, if used, will last much longer. A standard carburetor at idle showed an emission of 3.5% of C0 while the same car showed 011% of CO with the present carburetor.

The pressure differential closure 88 permits to maintain a constant pressure differential in the vaporization chamber and thus a constant flow of the mixture to the engine. This effectively controls the vacuum in the vaporization chamber during deceleration of the engine and whatever may be the barometric pressure.

It is also to be noted that the carburetor in accordance with the invention may be used with any type of internal combustion engines.

As stated above, the tubes 28 are perforated by 625 holes, each having 0.020 inch in diameter. This dimension of the holes has been reached by experiments under the prevailing conditions, that is, between two and four hundred feet above sea level and with the usual gazoline available for internal combustion engine. The size of the openings 42 through which the fuel is fed is also 0.020 inch in diameter. However, if a different type of fuel is used, that is one having different characteristics such as viscosity, density superficial tension etc., the relative proportion of the number of holes or size of holes would have to be changed. It is understood that the holes may vary, in the present conditions, between 0.0l5 and 0.025 inch, but the smaller size holes have a tendency to clog while the larger ones reduce the velocity of the air passing through the holes 42.

The velocity of the air is important because it determines the speed at which the air meets the fuel so as to pulverize the latter. The best pulverization is obtained by orienting the opening 42 in opposite direction to the incoming air from the holes 27 as shown in FIG. 6. The collision and the speed of air and fuel particles cause a lowering of the temperature in the tubes 28. The openings 42 are preferred in the direction stated above, it is obvious that they may be oriented in many other directions. It is also understood that the conduit 40 can end in the middle of the holes 26 with the opening 42 at the center of the section of the conduit 40.

The carburetor according to the invention protects against backfire. The closure 88 is adapted to pivot clockwise as shown in FIG. 6, so as to let some air therethrough when the vacuum in the vaporization chamber is greater than a predetermined value. However, ifa backfire occurs in the chamber, the closure 88 closes the closure member 22 and it is deflected towards the tube 28.

It should be noted that the tube 28 feeding the idling conduit 66 is located near the top of plate 29 while the tube 28 is near the bottom thereof. This is due to the fact that the drawings have been made according to one of the operating models. In such a case, there was not enough space on the plate 20 to locate the tube 28 in front of the conduit 66. A more commercially designed model could have all the pipes 46 connected directly inside the fuel chamber 12.

The present carburetor leads naturally to a possible limited speed for a vehicle. All other factors remaining the same, the top speed will be proportional to the number of feeding tubes 28. For instance, one tube is sufficient if the carburetor is adapted for a lawnmower. Two or three feeding tubes could be sufficient for a snow-mobile. In the case of only one tube on a lawn-mower, the idling tube may be dispensed with by leaving the feeding tube always slightly opened.

The carburetor shown in FIGS. 7 and 8 has a vaporization chamber 110 which is essentially made as a cylinder. At one end of its periphery, the tubular chamber is provided with an opening 112 adapted to be mounted on the engine at the same location as a conventional carburetor. Also on the periphery of the chamber 110 and along a plane adjacent the opening 112, a second opening 114 is provided for securing a perforated tube 116. The tube 116 is mounted on a cylindrical sleeve "8 projecting outwardly of the chamber 110 and retained by the bolts 120. The tube 116 has a multiplicity of fine perforations 122 all around and along its periphery to let air jets pass therethrough when there is a vacuum produced by the engine. A conduit 124 for bringing the fuel is axially disposed in the tube 116 and is provided with few fine perforations 126 near the free end thereof. The conduit 124 is secured to the end of the tube 116 and receives the fuel from a fuel chamber such as chamber 12 of the original disclosure.

A butterfly valve 128 is positioned at the intersection of the vaporization chamber I10 and the perforated tube 116 for controlling the intake of the mixture airfuel. The more the butterfly valve 128 is opened, the greater speed or acceleration is obtained. It is mounted so as to remain slightly tilted when closed so as not to become jammed inside its surrounding enclosure.

The larger the diameter of the tube 116 will be, the greater number of perforations 122 will be made through the periphery of the tube 116 and the faster the flow of fuel will be expected through the conduit [24.

For a medium size car, the tube 116 has a diameter of 3 inches, a length of 4 inches and is perforated by approximately 5,000 holes, each having a diameter of 0.02 inch. The conduit 124 has four perforations 126 around the forward end of its periphery, each perforation having a diameter of 0.020 inch. The diameter of the perforations 122 and 126 are the same as in the original description and may vary similarly between 0.015 and 0.025 inch.

The tube 116 is used for driving and accelerating but when the valve 128 is closed, the fuel is supplied by an idling tube 130 in communication with the chamber 110 and positioned adjacent to the tube 116. The tube 130 has a diameter of about 56 inch, a length of about 3 inches and is provided with 625 holes 132, each having a diameter of 0.020 inch. The size of the tube I30 corresponds to the tubes 28 originally disclosed. The conduit I34 feeds the fuel at a rate sufficient to maintain a reasonable speed. The fuel flows out of the conduit 134 through two, three or four openings 136 provided at the free end thereof.

Both fuel conduits 124 and 134 are fed by a fuel chamber of the type described in FIGS. 2 and 5.

Comparison tests were made on a standard American compact car. The following table shows the percentage of CO per volume and the improvement of the new carburetor over the regular one.

ldle I500 rpm 2000 rpm 30 m/h 60 m/h Pollution 1% 175% .5 1 Improvement 75% 300% l 233% 1900% 56l 4% valve I40. The closure 142 is maintained in a closing position by the spring 146 and will react to the vacuum in the vaporization chamber 110. it will automatically open when necessary to accomodate the desired pressure differential. The valve 140 operates similarly as the one disclosed in the original disclosure.

The present embodiment is particularly interesting for its simplicity of manufacture and its great efficiency at saving fuel.

It should be obvious that the vaporization chamber 110 could be provided with additional tubes such as 116 and 130 if more power is desired.

The number of perforations 122 and 132 varies according to the flow of air desired (cubic feet per minute) and the type of fuel used.

Although the present description has been essentially restricted to the models illustrated, it should be obvious that modifications may be made without departing from the purport of the invention.

Although the invention has been disclosed with reference to a preferred embodiment thereof, it is to be understood that various modifications may be made to such embodiment within the scope of the present invention as defined in the accompanying claims.

I claim:

1. A carburetor for an internal combustion engine comprising:

a. a vaporization chamber adapted to be installed so as to be in communication with the piston chambers of the engine,

b. at least one tube connected at one end to the said vaporization chamber. the said tube having, through its periphery, a multiplicity of fine holes in communication with the atmosphere for receiving air jets inside the tube and providing air to the vaporization chamber,

c. a conduit means for feeding a fine stream of fuel into the tube at a location corresponding substantially to the intersection of the tube and the chamber, the said conduit means being substantially smaller than the said tube, the said fuel being pulverized by the air jets sucked through the holes in the tube by the vacuum created in the vaporization chamber by the engine, a closure member displaceably mounted in said vaporization chamber and adapted to vary the rate of flow of the air-fuel mixture sucked through the tube by the vacuum created in the vaporization chamber by the engine, and

e. means for moving said closure means for varying the speed of the engine whereby the air entering through the fine holes produces very rapid air jets inside the tube in the direction of the fine stream of fuel so as to pulverize the fuel when entering the vaporization chamber.

2. A carburetor as defined in claim 1, wherein the rate of flow of the combined ainfuel mixture is produced by varying the size of the aperture of the tube entering the vaporization chamber.

3. A carburetor as defined in claim 1, comprising a plurality of said tubes and a like plurality of said conduit means, each conduit means feeding one of said tube, the said closure member being displaceably mounted to successively put said tubes in communication with said vaporization chamber so as to gradually increase the flow of the air-fuel mixture through the vaporization chamber.

4. A carburetor as defined in claim 3, wherein the vaporization chamber has an inner contour which is partly cylindrical, the said tubes being in communication with the vaporization chamber through said cylindrical contour. the closure member is pivotally mounted about the axis of said cylindrical contour so as to successively put the tubes in communication with vacuum created in the vaporization chamber.

5. A carburetor as defined in claim 4, wherein the tubes are staggeredly mounted on the chamber so that when the closure member is pivoted, one tube is not fully opened when the successive one is put in communication with the chamber.

6. A carburetor as defined in claim 1, wherein each conduit means comprises a conduit extending inside one of the said tubes and about the axis thereof, the said conduit having a small opening adjacent the said vaporization chamber for allowing the fuel contained therein to be pulverized by the air jets coming from the tube before entering the vaporization chamber.

7. A carburetor as defined in claim 6, wherein the said small opening in the tube faces the direction of the holes in the tube so that the incoming directions of the air jets and of the fuel are substantially in opposite direction.

8. A carburetor as defined in claim 3, further comprising an additional tube having a lower number of holes therein with a corresponding fuel conduit means for providing a richer mixture to the engine during idling, said tube being non affected by the closure member and remaining permanently in communication with the vaporization chamber.

9. A carburetor as defined in claim 1, wherein said vaporization chamber is provided with means for creating a substantially constant pressure differential between atmospheric pressure and the vacuum created in the vaporization chamber.

10. A carburetor as defined in claim 9, wherein said pressure differential means include an opening in said closure member, closure means for closing said opening, and an adjustable spring for biasing said closure means into a closed position, whereby the closure means is normally closed and opens when a pressure differential is higher than a predetermined value set by the tension of said spring.

11. A carburetor as defined in claim 3 wherein the closure member is provided with an opening through its surface, and a spring actuated closure for closing said opening, the said closure being adapted to open when the vacuum exceeds a predetermined value.

12. A carburetor as defined in claim 1, wherein said tube consists of a cylinder provided with said multiplicity of holes and a piston displaceable in said cylinder and adapted to be set at a position so as to vary the number of holes providing the communication between the atmosphere and the vaporization chamber and to determine the ratio of the air-fuel mixture.

13. A carburetor as defined in claim I, wherein the holes in the tubes have a diameter substantially between 0.0l5 and 0.025 inch.

14. A carburetor as defined in claim 13, wherein the diameter of the holes are substantially 0.02 inch.

15. A carburetor as defined in claim I, wherein the said conduit means is provided with an opening having substantially a size ranging from 0.015 to 0.025 inch.

l6. A carburetor as defined in claim 15, wherein the size of the opening is sbustantially 0.020 inch.

17. A carburetor as defined in claim I, further comprising a fuel chamber associated with said vaporization chamber including a fuel input connected to the fuel chamber, a fuel output connected to said conduit means, a float, and a needle valve operated by said float for maintaining a constant level of fuel in said fuel chamber.

18. A carburetor as defined in claim 17, wherein said fuel chamber is separated from said vaporization chamber and removably attached thereto.

19. A carburetor for an internal combustion engine comprising,

a. a tubular vaporization chamber adapted to be connected at one end to the piston chamber of one internal combustion engine,

b. at least one tube connected at one end to the periphery of the said tubular chamber, the said tubes having, through their periphery, a multiplicity of fine holes in communication with the atmosphere for receiving air jets inside the tubes and providing air to the vaporization chamber.

c. a conduit means for feeding a fine stream of fuel into each of the said tubes at a location adjacent the intersection of the tube and the chamber, the said conduit means being substantially smaller than the tubes, the said fuel being pulverized by the air jets sucked through the holes in the tubes by the vacuum created in the vaporization chamber of the engine,

d. a first valve means mounted at the intersection of at least one of said tubes and the said chamber for controlling the flow of the air-fuel mixture coming from the said tubes in the direction of the said chamber,

. a second valve means mounted on the said chamber at the end opposite said one end for controlling the pressure differential between the said chamber and the atmosphere, whereby the air entering through the fine holes produces very rapid air jets inside the tube in the direction of the fine stream of fuel, so as to pulverize the fuel when entering the vaporization chamber.

20. A carburetor as recited in claim 19, comprising one of said tubes provided with one of said first valve means, and a second tube disposed between said one of said tubes and the said second valve means.

21. A carburetor as recited in claim 20, wherein the said one tube is perforated by approximately 5,000 holes and the said second tube is perforated by about 625 holes. the holes through the tubes having a diameter of approximately 0.02 inch. 

1. A CARBURETOR FOR AN INTERNAL COMBUSTION ENGINE COMPRISING: A. A VAPORIZATION CHAMBER ADAPTED TO BE INSTALLED SO AS TO BE IN COMMUNICATION WITH THE PISTON CHAMBERS OF THE ENGINE, B. AT LEAST ONE TUBE CONNECTED AT ONE TO THE SAID VAPORIZATION CHAMBER, THE SAID TUBE HAVING, THROUGH ITS PERIPHERY, A MULTIPLICITY OF FINE HOLES IN COMMUNICATION WITH THE ATMOSPHERE FOR RECEIVING AIR JETS INSIDE THE TUBE AND PROVIDING AIR TO THE VAPORIZATION CHAMBER, C. A CONDUIT MEANS FOR FEEDING A FINE STREAM OF FUEL INTO THE TUBE AT A LOCATION CORRESPONDING SUBSTANTIALLY TO THE INTERSECTION OF THE TUBE AND THE CHAMBER, THE SAID CONDUIT MEANS BEING SUBSTATIALLY SMALLER THEN THE SAID TUBE, THE SAID FUEL BEING PULVERZED BY THE JETS SUCKED THROUGH THE HOLES IN THE TUBE BY THE VACUUM CREATED IN THE VAPORIZATION CHAMBER BY THE ENGINE, D. A CLOSURE MEMBER DISPLACEABLY MOUNTED IN SAID VAPORIZATION CHAMBER AND ADAPTED TO VARY THE RATE OF FLOW OF THE AIR-FUEL MIXTURE SUCKED THROUGH THE TUBE BY THE VACUUM CREATED IN THE VAPORIZATION CHAMBER BY THE ENGINE, AND E. MEANS FOR MOVING SAID CLOSURE MEANS FOR VARYING THE SPEED OF THE ENGINE WHEREBY THE AIR ENTERING THROUGH THE FINE HOLES PRODUCES VERY RAPID AIR JETS INSIDE THE TUBE IN THE DIRECTION OF THE FINE STREAM OF FUEL SO AS TO PULVERIZE THE FUEL WHEN ENTERING THE VAPORIZATION CHAMBER.
 2. A carburetor as defined in claim 1, wherein the rate of flow of the combined air-fuel mixture is produced by varying the size of the aperture of the tube entering the vaporization chamber.
 3. A carburetor as defined in claim 1, comprising a plurality of said tubes and a like plurality of said conduit means, each conduit means feeding one of said tube, the said closure member being displaceably mounted to successively put said tubes in communication with said vaporization chamber so as to gradually increase the flow of the air-fuel mixture through the vaporization chamber.
 4. A carburetor as defined in claim 3, wherein the vaporization chamber has an inner contour which is partly cylindrical, the said tubes being in communication with the vaporization chamber through said cylindrical contour, the closure member is pivotally mounted about the axis of said cylindrical contour so as to successively put the tubes in communication with vacuum created in the vaporization chamber.
 5. A carburetor as defined in claim 4, wherein the tubes are staggeredly mounted on the chamber so that when the closure member is pivoted, one tube is not fully opened when the successive one is put in communication with the chamber.
 6. A carburetor as defined in claim 1, wherein each conduit means comprises a conduit extending inside one of the said tubes and about the axis thereof, the said conduit having a small opening adjacent the said vaporization chamber for allowing the fuel contained therein to be pulverized by the air jets coming from the tube before entering the vaporization chamber.
 7. A carburetor as defined in claim 6, wherein the said small opening in the tube faces the direction of the holes in the tube so that the incoming directions of the air jets and of the fuel are substantially in opposite direction.
 8. A carburetor as defined in claim 3, further comprising an additional tube having a lower number of holes therein with a corresponding fuel conduit means for providing a richer mixture to the engine during idling, said tube being non affected by the closure member and remaining permanently in communication with the vaporization chamber.
 9. A carburetor as defined in claim 1, wherein said vaporization chamber is provided with means for creating a substantially constant pressure differential between atmospheric pressure and the vacuum created in the vaporization chamber.
 10. A carburetor as defined in claim 9, wherein said pressure differential means include an opening in said closure member, closure means for closing said opening, and an adjustable spring for biasing said closure means into a closed position, whereby the closure means is normally closed and opens when a pressure differential is higher than a predetermined value set by the tension of said spring.
 11. A carburetor as defined in claim 3 wherein the closure member is provided with an opening through its surface, and a spring actuated closure for closing said opening, the said closure being adapted to open when the vacUum exceeds a predetermined value.
 12. A carburetor as defined in claim 1, wherein said tube consists of a cylinder provided with said multiplicity of holes and a piston displaceable in said cylinder and adapted to be set at a position so as to vary the number of holes providing the communication between the atmosphere and the vaporization chamber and to determine the ratio of the air-fuel mixture.
 13. A carburetor as defined in claim 1, wherein the holes in the tubes have a diameter substantially between 0.015 and 0.025 inch.
 14. A carburetor as defined in claim 13, wherein the diameter of the holes are substantially 0.02 inch.
 15. A carburetor as defined in claim 1, wherein the said conduit means is provided with an opening having substantially a size ranging from 0.015 to 0.025 inch.
 16. A carburetor as defined in claim 15, wherein the size of the opening is sbustantially 0.020 inch.
 17. A carburetor as defined in claim 1, further comprising a fuel chamber associated with said vaporization chamber including a fuel input connected to the fuel chamber, a fuel output connected to said conduit means, a float, and a needle valve operated by said float for maintaining a constant level of fuel in said fuel chamber.
 18. A carburetor as defined in claim 17, wherein said fuel chamber is separated from said vaporization chamber and removably attached thereto.
 19. A carburetor for an internal combustion engine comprising, a. a tubular vaporization chamber adapted to be connected at one end to the piston chamber of one internal combustion engine, b. at least one tube connected at one end to the periphery of the said tubular chamber, the said tubes having, through their periphery, a multiplicity of fine holes in communication with the atmosphere for receiving air jets inside the tubes and providing air to the vaporization chamber, c. a conduit means for feeding a fine stream of fuel into each of the said tubes at a location adjacent the intersection of the tube and the chamber, the said conduit means being substantially smaller than the tubes, the said fuel being pulverized by the air jets sucked through the holes in the tubes by the vacuum created in the vaporization chamber of the engine, d. a first valve means mounted at the intersection of at least one of said tubes and the said chamber for controlling the flow of the air-fuel mixture coming from the said tubes in the direction of the said chamber, e. a second valve means mounted on the said chamber at the end opposite said one end for controlling the pressure differential between the said chamber and the atmosphere, whereby the air entering through the fine holes produces very rapid air jets inside the tube in the direction of the fine stream of fuel, so as to pulverize the fuel when entering the vaporization chamber.
 20. A carburetor as recited in claim 19, comprising one of said tubes provided with one of said first valve means, and a second tube disposed between said one of said tubes and the said second valve means.
 21. A carburetor as recited in claim 20, wherein the said one tube is perforated by approximately 5,000 holes and the said second tube is perforated by about 625 holes, the holes through the tubes having a diameter of approximately 0.02 inch. 